120.7 is Lydd Approach.Lydd is in Kent. It is also farcically called "London Ashford Airport".It is a 25kHz bandwidth frequency.

What radio are you using?Most receivers cannot distinguish between 120.7 and 120.70833Only professional aircraft transceivers, an SDR, and receivers with selectable AM bandwidth (such as the AR DV-1) will properly distinguish between 25 kHz band width and 8.33 kHz bandwidth.

Frequency 120.7, if it uses 25kHz bandwidth, will be called "120.700" by ATC; if it uses 8.33 kHz bandwidth it will be called "120.705" by ATC.120.70833 is a 8.33 kHz channel, and will be refered to as "120.710" by ATC.I can find no trace of that frequency in use anywhere.

120.7 is also used by the Dutch air force at Leeuwarden in the Netherlands; but your profile does not say where you are, so that may not be relevant.

I reserve the right to ignore people who have made no attempt to the read the manual, and expect others to do it for them.

The UBC125XLT may show it, but it has a 25 kHz AM bandwidth, so it will pick up anything within about 12.5 kHz of 120.7083.Show you will likely get 120.7 and 120.7166 as well.

It's not impossible that you could hear aircraft approaching Lydd, but you'll loose them as they descend.Approach frequencies tend not to be repeated within several hundred miles.Birmingham Approach freq 118.05 is re-used for Oban for example, but that's 315 miles away with big hills en route!Check out Flightradar 24, it shows flights for the airport, e.g. one due 12:30 Saturday.

You might possibly catch a handover from London control on 135.325I'll monitor 120.7, and let you know if I hear anything.

Update: I left 120.7 on all night. Woken about 5:30 by an aircraft requesting a weather check. loud and clear. 15 minutes later, same voice called "Lydd Approach", the signal was weaker but still clear.So it is clearly receivable from here, and I'm 10 miles further away.I didn't hear any subsequent comms, but he would have been descending below the curvature of the earth.

I reserve the right to ignore people who have made no attempt to the read the manual, and expect others to do it for them.

Thank you for the update, its really helpful and suprised me that I could pick up chatter from that distance on my 125XLT! Haven't had it long so still getting to grips with it and trying to understand its capabilities.

I'll certainly have a listen again today and see if i can pick anything up and try and compare with flightradar 24.

I have also picked up a couple of other frequencies that i cant seem to find what they are. 119.725 and 133.8083.

133.8083 i picked up a Ryanair travelling over Newark and was a flight from Budapest to Manchester, but again cant tie up who this one belongs to!

119.725 is listed as heathrow approach and 133.80 is listed as a kelsall swanwick ( prev Scottish control)frequency although I can hear both the ground controller and the aircraft from NW Norfolk so there must be a closer ground station TX

(http://www.air.radiouk.com) list 133.8 as a NATS rothwell TX frequency too which explains why I could hear both sides of the comms

mez7000. What happens is that when you read or see a frequency, it is not just that exact frequency that is being used. What you are seeing or reading is the centre of a tiny chunk of frequency (a few khz) that is used.I always describe it as being like a bus stop outside of number 5. The bus stop sign may be there, but a bus is around 11 meters long, so the bus could be out side of number 4 & 6 as well. So as you use your scanner, you may hear a station whose centre frequency is a few khz away. Because not only is the station across a few khz, but your scanner is obviously also capable of doing the same thing too. The above is one of the reasons why it is good for a scanner to be on the correct bandplan. Like that we all see the same thing. However it's not a perfect world, so sometimes we have to use a little what is closest guess work too.